Internal-combustion engine



Feb. 26, 1946.

H. .SCHRECK INTERNAL- -COMBUSTION ENGINE Filed Jilly 7, 1944 2Sheets-Sheet 1' INVENTOR Hen/y Sch k NEY H. SCHRECK INTERNAL-COMBUSTIONENGINE Filed July 7, 1944 2 Shets-Sheet 2 T/////////////////////Z///X///////////////// INVENTOR Henr So/vreck {69am AT ORNEY Patented Feb.26, 1946 nnit-en srArEs PATENT or ies Henry :Schreck, ,"Jackson Heights,-N. Y,, iassignor ..to American .Locomotive .Gompany, New york, .N. 35.,.a-corporation of New .York

Applicationililty 7, 1944, Serial No. 5435901 6 Claims. (Cl.,123-.-1.7;3)

"This invention relates to *internal combustion engines.

A -principal object of the present invention is to preventcylinderjacket water from escaping into the crank case.

Afurthenobject-is to Inaintain, in an engine of the aforesaidcharacteristics, the usual feature of eliminating any injurious'tensionof the cylinderliner during the power stroke.

A further .object' is to reduce the weight of I the cylinder :jacketcooling water to a minimum.

,-A"further object is toprovide optimum cooling of the "pistonand pistonrings of the engine by h'ighvelocityfiow of cooling "water through thespace between thecylinder liner and jacket.

;A iurther .object'is to provide aseparate cylinderliner and jacketwhich can be manufac- 'turediby-simple castin as well as by weldingprocedures.

Other and further objects of this invention-will :appearfrom thefollowing description, the *ac- *companying drawings and th appendedclaims.

Referring'to the drawings forming -a part of this application, Figure 1is a 'vertical central sectional View of the ,engine,-parts'being shownin full, ;and'parts being broken away; Fig.2 is a fragmentary section ontheline II-II of Fig. 1,

;;parts being shown in full; Fig. 3 is a-fragmentary section on'the'line 'III III of Fig. Ii-Fig. 4 is a section on the line =IV--IVor" Fig. 1 showin parts Ufa single cylinder of the enginejFig. 5 is-afragmentary section on the line V-V- of Fig. 1; and

6-is aplan view, on a reduced scale, of the cylinder liner.

The invention is adaptable to a single cylinder internal combustionengine but as it will; in ordinary practice, be employedin a multiplecylinder engine, such an engine is shown. Nevertheless its adaptabilityto-an engine of either one or more cylinders will be readily apparent.In a multi-cylinder engine, as the cylinders andtheir --associated partsare similar in so far as the present invention is concerned, only onesuch assemblage will be described.

*Referring more particularlyto Fig. 1, here is shown, more or lessdiagrammatically, a cylinder andits associated parts, but only suchparts as are necessary for a full-understanding of the invention. 'Theengine comprises a crank case I, a "hollow 'cylinder block 2, a jacket'3, a cylinder liner 4,sa;cylinder'head 5,-and securing studs 6. Theblock is bolted to the crank case and is open thereto. The crank case isconventional as is also the block -in--the main. Therefore they arepn-ly'shown-fragmentally.

open to a pipe lfi'connectedtl'iereto. i i'l0a'tingly extends from itsflangethrough the The block has sidewalls 'l, atop transverse wall 8,and spaced therefrom another transverse wall -9. The walls 8 and 9 areprovided with aligned orifices respectively for the jacket and liner andthe side walls 1 are spaced from th'e orifices'and indicated in Fig. 5as straight, par

allel walls adapted 'for a plurality :of --cylinders.

according to usual practice.

The jacket Bisprov'ided with atop flange 10 seatingon the wall 8. Thejacket extends from jacket and 'therebeyondthroughthealigned orifice inthewall 9 in'sliding engagementtherewith,

"and. likewise in sliding engagement with the lowe-r end of the jacket.These sliding fits ofthe liner with the wall *9 and jacket3, indicatedrespective'lyat a and b, are rendered water-tight by-sealing rings ll,preferably made .of rubber or rubber composition. The flanges "10 and r2are-tightly c'lampe'd between the wall -8rand' head 5 by a-circular rowof r the "securing studs "6 which are screwed into the wall 8, passtherefrom upwardly through orifices in 'the head "5 and have screwed lthereon, at their extended ends, clamping nuts "18. 'Ihehead is "thusdirectly secured to "the "block "'2 free *from "the flanges Ill and 12.

The jacket and liner, due-to their 'fioatingchar- -acteristics, arefree'to' expand and contract under temperature changes. "The-linerfibeing' free 'from bolt' or other rigid connection "to the blockat its lower -end,-is not subjectedto any 'tension during the powerstroke, this tension being transmitted to the block bythes'tu'ds 6. "Theflanges l 0 and I 2 :and -t'he flange l"-2 and hea'd 5 are provided attheir respective jointures with circular tongue and-grooveconnections19.

The headb is provided with an circular row of orifices 2'0 registering?respectivelywith the oi i- The registering-orifices are =pr ovidedextending across the 'iioint between the flange i 2 and ahead 5, and at:this joint the orifice #20 *is :provided at its Elower end adjacent theprince 51:3 with a'groove or ,zconnten sink containing packing 22 whichis compressed when the nuts l8 are screwed home, thereby sealing thejoint between the flange l2, head and thimble 2!, providing a detachableslightly flexible joint.

A separate cylinder head is shown for the liner 4, but it will beunderstood that in a multicylinder engine a single head may be employedcovering.iallithe gliriers.. To save space in disposing thestuds 6 andthimbles 2|, the side face of the flange l2 and likewise that of theflang ID are scalloped as shown in Fig. 4.

A space 23 for flow of cooling liquid, such as water, is providedbetween the jacket andliner and extends from the fit b to andcommunicating with the chamber M. A pipe 24, opening into this space,passes through a countersunk orifice in the jacket near its lower endand is held in sealed engagement therewith by packing 25 compressed inthe countersunk orifice by a gland 26 passing freely through an orificein the block 2 and secured to the jacket by bolts 27. -The space 23 ispreferably constricted near the outlet end thereof, and while the flowmaybe in either direction, it is indicated by arrows as entering thepipe 24 which then serves as the inlet, passing upwardly through thespace 23 into the head 5 and therefrom through the pipe l8 which thenserves as the outlet. Therefore the constrictedportion of the space isat the upper end, being indicated at c. This portion iscircumferentially divided by spacedvertical-ribs 28 formed-integral withthe liner.

It will be seen from'the foregoing that the block, jacket, 'liner andcylinder head'are all connected together by the studs 6, the jacket andliner being merely clamped at their flanges between the block and headby the studs. As thus connected each of the fouriparts, namely theblock, jacket, liner and head,*are'free for separate removal, onefromthe other, by merely removing the nuts Hi from the studs 6. They arethus each separate parts and, the most suitable metal can therefore bechosen for-each. a

The-block, which is separated by the jacket from the circulating coolingwater, is preferably .made of'steel which wouldeasily becomeobjectionablycorroded if it formed a wall for the circulating liquid.The sides of the block may be provided with numerous openings (notshown) to reduce its weight. The jacket and liner, which are in contactwiththe flowing liquid, are preferably made of cast iron which is moreresistant to corrosion than steel. Cast ironis suitable for the jacketand liner on account of their floating characteristics, as aforesaid,they thereby being subjected to no objectionable tension strains duringrunning of the engine, as for instance during the power stroke.

The jacket and liner, each being made separately, can each be cast inone piece or each formed in several pieces welded together, byany-simple well-known casting and welding procedure. Casting the linerand jacket separately instead of in one piece enables a narrower coolingwater space and a narrower constricted portion thereof to be providedthan could otherwise be the case. This reduces the weight of thecylinder jacket cooling-water to a minimum, and due ,to its highvelocity, provides optimum cooling of the piston and piston rings of theengine.

While the fit b is sealed by the rings l1, nevertheless it has a slidingfit subject to temperature changes, and, the flowing liquid, which isunder pressure,- may, at'times, escape through this fit, and would enterthe crank case, as in ordinary practice, unless precautionary measuresare taken in constructing the engine to prevent this. To meet thiscondition, in the present invention the wall 9 is provided separatingthe fit b from the crank case, and is sealed to the liner by one or moreof the rings I1, only one ring being shown at this fit a as it is deemedall that is necessary to prevent escaped liquid, which has lost itspressure, after passing through the fit b, from passing through the fita to the crank case. The wall 9 has an upper flat face 29 preferablyspaced slightly below the lower end of the jacket 3 which catches theliquid escaping through the fit b, and a drain pipe 30 extending throughthe wall of the block adjacent this face is provided for draining offany liquid that collects on the face.

While there has been hereinbefore described an approved embodiment ofthis invention, it will be understood that many and various changes andmodifications in form, arrangement of parts and details of constructionthereof, may be made without departing from the spirit of the invention,and that all such changes and modifications as fall within the scope ofthe appended claims are contemplated as a part of this invention.

The invention claimed and desired to be secured by Letters Patent is:

1. An internal combustion engine comprising a crank case; a hollowcylinder block open at its lower'end to said case; a jacket in saidblock; a cylinderliner in said jacket providing therewith a spacetherebetween having an inlet and an outlet for flow of a coolin liquidunder pressure therethrough, said liner, at a portion thereof below saidjacket, having a liquid-tight sliding fit with said block at a portionthereof havin an upper transverse face below said jacket, sealing saidblock above said face from saidcase, and said liner further having abovesaid face and adjacent said space asubstantially liquid-tight slidingfit with said jacket, whereby cooling liquid escaping through saidliner-jacket'flt will be stopped by said face from entering said; casethrough said liner-block fit, said -block-at its upper end having anorificed transverse wall embracing said jacket at said orifice,saidrjacket having a flange supported on said wall and said liner havinga flange supported on said jacket whereby said jacket and liner arefloating suspended respectively from their said flanges; a cylinder headsupported on said liner; and means directly securing said block and headtogether with said flanges clamped therebetweem- 2. An internalcombustion engine comprising a crank case; a hollow cylinder block openat its lower end to said' case; a jacket in saidblock;

a cylinder liner in said jacket providing therewith a spacetherebetween, said liner, at a portion thereof below said jacket, havinga liquid-tight flt with said block at a portion thereof having an uppertransverse face below said jacket, sealing said block above said facefrom said case, and said liner further having above said face andadjacent said space a substantially liquid-tight fit with said jacket,whereby cooling liquid-escaping through said liner-jacket fitwill bestopped by said face from entering said case through said liner-blockfit, said jacket having a flange supported on said block and said linerhavin a flange supported on said jacket; a chambered cylinder headsupported onsaid liner, said liner flange and said head having alignedorificesaffording communication between said space and said chamber; anda thimble in said aligned orifices, said space and said chamber beingprovided each with a port, one serving as an inlet and the other as anoutlet for flow of a cooling liquid under pressure through said spaceand chamher.

3. An internal combustion engine comp-rising a cylinder block; acylinder head at one end of said block; a crank case secured to theother end of said block; a cylinder cooling liquid jacket disposed insaid block; and a cylinder liner disposed in said jacket, a part of theouter face of said liner being spaced from a part of the inner face ofsaid jacket providing a cylinder cooling liquid space, said liner,jacket, head and block being separate members immovably connectedtogether adjacent said head, said liner and jacket being floatinglysuspended from their said immovable connection, said liner havingsliding liquid-tight engagement with said block beyond said jacket andsaid jacket at its end remote from its said immovable .connection havingsliding liquid-tight engagement with said liner,

4. An internal combustion engine comprising a hollow cylinder block; aliner in said block; and a jacket in said block surrounding said liner,said liner and jacket at corresponding ends being rigidly connected tosaid block at a corresponding end thereof and free at their oppositeends for axial movement relative to said block and to each other, saidliner opposite one end being laterally supported by said block in sealedaxially sliding relation therewith, and said jacket being laterallysupported by said liner in sealed axially sliding relation therewith,said jacket having a portion or its length spaced from said linerproviding a passage for flow of a cooling liquid, said passage having aninlet and an outlet.

5. An internal combustion engine comprising a crank case; a hollowcylinder block connected at one end to said crank case and provided withan interior cylindrical wall adjacent said end providing an orifice; aseparate jacket in said block; a separate cylinder liner in said jacket;and a separate cylinder head at the opposite end of said block, saidblock at its said opposite end and said jacket and liner at theirrespective ends adjacent said block opposite end, and said head, beingdetachably rigidly secured together, said jacket extending from its saidend toward but terminating short of said cylindrical wall in floatingrelation at its opposite end with said block, and said liner extendingfrom its said end toward said crank case and through said cylindricalwall orifice in floating relation at its opposite end with said blockand with said jacket, said jacket at its said opposite end, and saidliner adjacent said jacket opposite end having a liquid-tight slidingfit with each other, said jacket beyond said sliding fit being spacedfrom said liner providing a passage having an inlet and an outlet for acooling liquid, said liner having a liquidtight sliding fit with saidcylindrical wall preventing any liquid which escapes through saidjacket-liner fit from reaching said crank case, and said block having avent to the exterior at the side of said cylindrical wall remote fromsaid crank case for discharging said escaped liquid.

6. An internal combustion engine comprising a cylinder block; a cylinderhead at one end of said block; a crank case secured to the other end ofsaid block; a cylinder cooling liquid jacket disposed in said block; acylinder liner for a piston disposed in said jacket, a part of the outerface of said liner being spaced from a part of the inner face of saidjacket providing a cylinder cooling liquid space, said liner, jacket,head and block being separate members immovably connected togetheradjacent said head, said liner and jacket being floatingly suspendedfrom their said immovable connection, said liner having slidingliquid-tight engagement with said block beyond said jacket and saidjacket at its end remote from its said immovable connection havinsliding liquid-tight engagement with said liner; and a row of spacedribs in said space increasing the velocity of said cooling liquidtherein, said ribs extending longitudinally of said liner and from saidliner outer face part to said jacket inner face part, said ribs beingdisposed to transmit side thrusts of said piston to said jacket.

HENRY SCHRECK.

